Comments and suggestions on the timing of aero engines, specifically the Condor IV & VIII.
| Identifier | ExFiles\Box 33\4\ Scan084 | |
| Date | 23th June 1927 | |
| To BY. {R.W. Bailey - Chief Engineer} from Hs. {Lord Ernest Hives - Chair} c. to RG. {Mr Rowledge} c. to EP. {G. Eric Platford - Chief Quality Engineer} X1770 Hs {Lord Ernest Hives - Chair} 2/LG23.6.27. AERO ENGINE TIMING. X3646 With reference to BY4/H21.6.27. We offer the following comments and suggestions on the timing of the aero engines mentioned in the above memo. (A) CONDOR(Aero Engine)S IV & Vlll. Assuming that all these engines have the same type of piston and the same compression ratio, we do not know of any easier or better method of timing than the use of a 'dip-stick' through the exhaust plug hole, one of which could be provided in the kits. This could be marked with T. & B.D.C's., the valve operations, and M.A. if thought necessary, and a line across the rod would coincide with the line formed by the division of top and bottom halves of rocker box when piston was in correct position. The easiest and most reliable valve position to use is I.O., as the best result is obtained by setting this on T.D.C. using .010" tappet clearance. The piston is then quite close to the plug hole so that there is less liability for the stick to wander. We think a rod made of .375" square steel and marked T.D.C. and I.O. with M.A. .637" above, is all that is required, although we suggest that "tappet clearance .010 ins." be also added. The dimension of .637" is equivalent to 30°, which is the best magneto setting for H.C. Condor(Aero Engine)s. contd :- | ||
From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).